CN209925093U - Aero-engine anti-icing device utilizing synthetic jet flow to assist continuous jet flow - Google Patents
Aero-engine anti-icing device utilizing synthetic jet flow to assist continuous jet flow Download PDFInfo
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Abstract
The utility model discloses an aircraft engine anti-icing device utilizing synthetic jet flow to assist continuous jet flow, which comprises an engine air inlet lip, jet flow arrays and a synthetic jet flow exciter, wherein the engine air inlet lip is an arc-shaped surface, the arc-shaped surface forms a cavity, a plurality of jet flow arrays are sequentially arranged in the cavity, the synthetic jet flow exciter is arranged between two adjacent jet flow arrays, the synthetic jet flow exciter is a hollow cavity, a motion diaphragm and an exciter orifice are arranged on the cavity, the motion diaphragm is connected with a driver, and the jet flow arrays and the exciter orifice all point to the engine air inlet lip; the vortex ring formed by the synthetic jet exciter impacts the surface of the target plate, and the heat convection between the jet and the surface of the air inlet lip of the engine is enhanced; the synthetic jet improves the problem that the heat convection between fluid and an air inlet lip of an engine is weakened due to the thickening of a boundary layer at the opposite impact position of adjacent continuous jets between jet arrays; the aircraft engine lip deicing and preventing device is used for preventing and removing the ice on the aircraft engine lip.
Description
Technical Field
The invention belongs to the technical field of aircraft engine air inlet lip anti-icing, and particularly relates to an aircraft engine anti-icing device utilizing synthetic jet flow to assist continuous jet flow.
Background
When the airplane flies under icing meteorological conditions, the windward side of the components such as wings, an engine and the like can be iced, and the icing can seriously endanger the flight safety of the airplane. As an air suction component, when an air inlet lip of an engine is frozen, the air suction component brings great harm to the stable and effective operation of the engine and even the flight safety of an airplane, and is mainly embodied in the following aspects: (1) the aerodynamic performance of the components is deteriorated, and the icing of the air suction components of the engine can cause the deterioration of the aerodynamic performance of the components, such as the distortion of a speed field, the local separation of air flow and even the vibration of the blades of the compressor; (2) the thrust of the engine is reduced, the icing of an air suction component of the engine reduces the flow area of airflow, the air flow entering the engine is reduced, and the thrust of the engine is reduced. (3) The ice falls off to cause damage to the engine, and the fallen ice enters the interior of the engine along with the airflow and impacts the fan or the compressor blade with a large rotating speed to cause mechanical damage to the engine. Therefore, it is necessary to de-ice the engine.
The existing aircraft engine anti-icing/deicing equipment is divided into two main types, namely an anti-icing system and a deicing system. The anti-icing system is used for preventing the airplane and engine parts from icing, and adopts methods of hot air (led out by a compressor), electric heating or special liquid with low freezing point and the like to realize anti-icing. The deicing system is a system for periodically removing ice when a small amount of ice is accumulated on an airplane part, and deicing is realized by adopting modes of an expansion pipe, electric pulse, electric heating and the like. A de-icing system may be employed where ice build-up is to be allowed to occur to a lesser extent.
However, both of these anti-icing/deicing approaches have their own disadvantages. First, for an anti-icing system, to ensure the thrust of the engine at a given speed, the specific fuel flow must be automatically increased. On the one hand, the fuel consumption is increased, on the other hand, the gas temperature in front of the turbine is increased, the service life of the turbine is reduced, and the turbine can be burnt out. Engine anti-icing systems typically require bleed air from within the engine, and engine performance may deteriorate as a result. Secondly, the deicing system consumes a large amount of energy of the engine during deicing, so that the deicing system can only work in a short time and can not continuously perform deicing/preventing work on the aircraft engine.
The prior art has developed a number of technical attempts to ice-protect the inlet lip of an aircraft engine.
Beijing university of aerospace, et al, discloses an aircraft engine hot gas anti-icing cavity device having a conformal anti-icing wall (patent number: CN 201410298494.6). The anti-icing cavity device comprises an anti-icing cavity interface piece, a sealing piece, a supporting piece, an anti-icing cavity end cover, a rectifying partition plate and a rectifying nail. The rectification baffle is arranged between the outer wall of the anti-icing cavity and the inner wall of the anti-icing cavity, so that the anti-icing cavity is separated into three cavities. The pin array arranged on the rectifying partition plate can disturb the flow of the anti-icing hot gas in the third cavity and increase the turbulence degree of the hot gas flow, so that the convection heat exchange performance of the hot gas and the anti-icing wall surface is enhanced. Liu Yong discloses an anti-icing system for an engine air inlet (patent number: CN 201410100780.7). The system comprises a heat exchange channel, a gas guide pipe, an annular gas distribution pipe and an exhaust pipe. The annular gas distributing pipe is arranged in the heat exchange channel, an opening is formed in the annular gas distributing pipe, and one end, close to the inlet of the air inlet channel, of the air guide pipe is connected with the opening. The annular gas distributing pipe is provided with a throat part and a lip opening, the lip opening extends along the inlet direction of the gas inlet channel, an adjustable flow guide blade cascade is arranged on the lip opening, a certain angle is formed between the adjustable flow guide blade cascade and the middle surface of the gas inlet channel, and the angle of the flow guide blade cascade is adjusted by a driving mechanism. Chenjun discloses an anti-icing device for an air inlet and a civil turbofan engine (patent number: CN 201210496822.4). It utilizes the bleed structure to obtain outside ambient air to carry out the heat exchange through inside heat transfer structure with microthermal ambient air and the part of waiting to change the heat in the fan cabin, the air after the heating is introduced airflow heating structure again and is heated the intake duct lip, thereby satisfies the anti-icing demand of engine intake duct. The middle-aviation commercial engine company discloses a hot-gas anti-icing device for an engine air inlet (patent number: CN 201110447988.2). Its purpose provides thereby can effectively control the hot air flow direction and improve heat exchange efficiency's steam anti-icing device the device includes: the air inlet device comprises an air inlet channel, an annular channel, a plurality of supports, a plurality of flow guide blade grids and an exhaust channel, wherein the air inlet channel is used for leading hot air out of a compressor, the annular channel is communicated with the air inlet channel, the annular channel is supported to the front wall surface of the air inlet channel nacelle, the flow guide blade grids are arranged on a lip portion formed on an air injection throat portion of the annular channel and used for guiding air flow, and the exhaust channel is used for exhausting air after heat exchange in a heat exchange channel. The invention makes the hot air sprayed out attach to the anti-icing surface in the heat exchange channel at the front edge of the air inlet channel as much as possible to flow and advance spirally in the heat exchange channel, thereby improving the heat exchange efficiency to the utmost extent. United states technology discloses an aircraft engine anti-icing system (patent No.: US2016/0167792 a 1). It comprises a cavity having an outer surface for ice formation and a source of heated air supplied to the interior of the cavity via a conduit. The system is provided with a plurality of temperature sensors on the surface of the engine, and the temperature sensors are used for measuring and detecting the temperature of the relevant surface so as to judge the icing condition of the relevant surface. A system controller is in communication with each temperature sensor. The controller determines whether each temperature sensor is malfunctioning based on the output of the temperature sensor.
A deicing device for aircraft and aircraft engine nacelles is disclosed by the rales-reus company (patent No. US 8480032B 2). The device is provided with a deicing device on an airplane and an airplane engine nacelle. An annular channel is provided at the inlet to the nacelle, which channel introduces hot air. At least one oil cooler is mounted inside the engine compartment. And the heated air stream exits the oil cooler through the air passages. NuriaLlamas Castro discloses an aircraft propulsion assembly air inlet lip circuit for deicing (patent No.: US 2016/0114898 Al). The aircraft engine comprises a surrounding engine room, an annular air inlet lip and an aircraft engine. The engine power assembly also comprises an engine lubricating turbine of a circuit element and an air inlet lip deicing circuit, and is characterized in that the deicing circuit comprises a heat exchanger and a circuit. The lubrication circuit provides a plurality of de-icing passages that extend to the secondary circuit of the inlet lip heat transfer fluid.
The ROO-VIBRATORY DEAD A SYNTHETIC HOT JET EXCITATOR FOR DEHYDRATION/FROM/ICE AND APPLICATIONS (201510920386.2). The synthetic thermal jet actuator consists of a synthetic jet actuator and a heat source, the synthetic jet actuator consists of a cavity, a vibrating membrane and an outlet, and the cavity is provided with one or more outlets; the heat source is disposed inside the cavity. The luo-shao soldier discloses a method of ice breaking based on a plasma impinging jet (201610841778.4). When the icing detector detects that the object surface of the easy icing area is iced, the controller controls the plasma exciter located at the easy icing area to work and controls the discharge power, frequency and working time of the plasma exciter, and periodic high-temperature high-dynamic-pressure jet flow generated by the controller impacts an ice layer to rapidly vibrate, deform and crack, even directly smash and melt the ice layer to break ice. The luo-vibrato discloses a zero-energy-consumption zero-mass synthetic jet device (201410324990.4) based on hypersonic flow energy utilization. The zero-energy-consumption zero-mass synthetic jet device comprises an air source unit, a power supply unit and a synthetic jet actuator, wherein the air source unit comprises a windward concave cavity, a gas collecting tank and an electromagnetic valve, and the power supply unit comprises a thermoelectric conversion module, an input circuit, a high-voltage power supply, a high-voltage direct-current circuit and a high-voltage pulse circuit; the synthetic jet actuator comprises an actuator shell, a main discharge electrode, an ignition anode and an ignition cathode are arranged in the actuator shell, an air source inlet and at least one jet outlet are formed in the actuator shell, the main discharge electrode, the ignition anode and the ignition cathode are respectively connected with a power supply unit, and the air source inlet is communicated with the electromagnetic valve through an air supply pipeline.
Most of the current aircraft engine lip anti-icing/deicing schemes are jet flow arrays impacting the surface of an inner cavity of an aircraft engine lip. And the stagnation center position is used for maximizing the convective heat transfer between the lip of the aero-engine and the jet flow. Thereafter, the jet flows along the inner surface of the inlet lip of the engine along the jet, the jet collides with the adjacent jet at the central position, and the fluid moves forward while being hindered from moving upward. The jet flow opposite-impacting action makes the boundary layer of the jet flow thicker at the position, and the heat exchange performance of the fluid and the surface of the air inlet lip of the engine is deteriorated.
The synthetic jet is a jet form formed by alternately ejecting or sucking gas in a cavity and an external flow field caused by the periodic movement of a diaphragm in the cavity, and the device for realizing the synthetic jet is a synthetic jet exciter. The synthetic jet has the obvious characteristic of zero-mass jet, so that the synthetic jet has wide development prospect on the flow field active control and heat exchange enhancement technology.
Disclosure of Invention
In order to solve the problem of heat transfer deterioration of the middle position of adjacent jet flow during the lip anti-icing/deicing of the conventional aircraft engine, the invention provides an aircraft engine anti-icing device which utilizes synthetic jet flow to assist continuous jet flow, so as to improve the problem of heat transfer deterioration of the jet flow at the middle position of the adjacent jet flow and the wall surface of the lip of the aircraft engine and improve the anti-icing/deicing effect of the aircraft engine. The invention utilizes the periodic synthetic jet to impact the middle position of the adjacent jet, weakens the boundary layer of the position of the jet and enhances the heat convection between the jet and the wall surface of the aircraft engine lip.
In order to achieve the purpose, the invention adopts the technical scheme that:
an aircraft engine anti-icing device utilizing synthetic jet flow to assist continuous jet flow comprises an engine air inlet lip 1, jet flow arrays 2 and a synthetic jet flow exciter 3, wherein the engine air inlet lip 1 is an arc-shaped surface, a cavity is formed on the arc-shaped surface, a plurality of jet flow arrays 2 are sequentially arranged in the cavity, the synthetic jet flow exciter 3 is arranged between every two adjacent jet flow arrays 2, the synthetic jet flow exciter 3 is a hollow cavity, a moving diaphragm 31 and an exciter orifice 34 are arranged on the cavity, the moving diaphragm 31 is connected with a driver 35, and the jet flow arrays 2 and the exciter orifice 34 both point to the engine air inlet lip 1; the driver 35 drives the moving diaphragm 31 to deform reciprocally, which drives the volume of the cavity to change periodically, and the gas is alternately discharged or introduced from the exciter port 34 periodically.
Furthermore, a plurality of jet arrays 2 are arranged at equal intervals, and the plurality of jet arrays 2 and the synthetic jet exciter 3 are positioned on the same plane.
Further, the jet array 2 and the synthetic jet exciter 3 are located on a vertical plane of a connecting plane at two ends of an arc-shaped surface of the engine air inlet lip 1, and the vertical plane and two ends of the arc-shaped surface are not intersected.
Further, the synthetic jet exciter 3 comprises a moving diaphragm 31, an exciter inner cavity 32, an exciter cavity wall surface 33, an exciter orifice 34 and a driver 35, the exciter orifice 34 is arranged at one end of the cavity, the moving diaphragm 31 is arranged at the end opposite to the exciter orifice 34, and the exciter cavity wall surface 33 is arranged on the side wall of the cavity.
Further, the distance of the exciter port 34 from the surface of the engine intake lip 1 is 8-12 times the diameter of the exciter port 34.
Further, the synthetic jet generated by the synthetic jet exciter 3 impacts an adjacent continuous jet opposite impact position 11, and the adjacent continuous jet opposite impact position 11 is a junction of an extension line of the synthetic jet exciter 3 and the engine air inlet lip 1.
Further, the moving diaphragm 31 is a deformable metal film and is adhered with a piezoelectric ceramic sheet.
Further, the driver 35 generates a periodic voltage to drive the moving diaphragm 31 to deform and reciprocate, the reciprocating moving diaphragm 31 causes the volume of the exciter cavity 32 to change periodically, and the gas near the exciter port 34 alternately enters or exits to form a synthetic jet downstream of the exciter port 34.
Further, the bore of the exciter port 34 is smaller than the inner diameter of the cavity.
Further, the size of the moving diaphragm 31 is larger than the caliber of the exciter port 34, and the size of the moving diaphragm 31 is smaller than the inner diameter of the cavity.
Compared with the prior art, the invention has the following beneficial effects:
the periodic synthetic jet formed by the synthetic jet exciter is continuously sheared with surrounding air to form a series of vortex rings to impact the surface of the target plate, so that the heat convection between the jet and the surface of the air inlet lip of the engine is enhanced; the periodic synthetic jet improves the problem that the heat convection between fluid and an air inlet lip of an engine is weakened due to the thickening of a boundary layer at the opposite impact position of adjacent continuous jets among jet arrays; therefore, the anti-icing/deicing effect by using the aircraft engine lip is improved.
Drawings
FIG. 1 is a schematic diagram of the present invention;
FIG. 2 is a rear view of the device of the present invention;
FIG. 3 is a side view of the apparatus of the present invention;
FIG. 4 is a front view of the apparatus of the present invention;
FIG. 5 is a 45 view of the apparatus of the present invention;
FIG. 6 is a schematic structural diagram of a synthetic jet actuator according to the present invention;
FIG. 7 is a schematic diagram of the apparatus of the present invention;
FIG. 8 shows a synthetic jet actuator intWorking principle diagram at time = 0T;
FIG. 9 shows a synthetic jet actuator intWorking principle diagram of epsilon (0, 1/4T) time;
FIG. 10 shows a synthetic jet actuator intE (1/4T, 1/2T) time working principle diagram;
FIG. 11 shows a synthetic jet actuator intE (1/2T, 3/4T) time working principle diagram;
FIG. 12 shows a synthetic jet actuator intE (3/4T, 1T) time working principle diagram;
in the figure: 1-engine inlet lip, 2-jet array, 3-synthetic jet exciter, 11-adjacent continuous jet opposite impact position, 31-moving diaphragm, 32-exciter inner cavity, 33-exciter cavity wall, 34-exciter orifice and 35-driver.
Detailed Description
The present invention will be further described with reference to the following examples.
As shown in fig. 1-6, an aircraft engine anti-icing device using synthetic jet to assist continuous jet includes an engine intake lip 1, jet arrays 2 and a synthetic jet exciter 3, where the engine intake lip 1 is an arc-shaped surface, the arc-shaped surface forms a cavity, a plurality of jet arrays 2 are sequentially arranged inside the cavity, the synthetic jet exciter 3 is arranged between two adjacent jet arrays 2, the synthetic jet exciter 3 is a hollow cavity, and a moving diaphragm 31 and an exciter orifice 34 are arranged on the cavity, the moving diaphragm 31 is connected with a driver 35, and both the jet arrays 2 and the exciter orifice 34 point to the engine intake lip 1; the driver 35 drives the moving diaphragm 31 to deform reciprocally, which drives the volume of the cavity to change periodically, and the gas is alternately discharged or introduced from the exciter port 34 periodically.
The jet arrays 2 are arranged at equal intervals, the jet arrays 2 and the synthetic jet exciters 3 are located on the same plane, the jet arrays 2 and the synthetic jet exciters 3 are located on the vertical plane of the connecting surfaces of the two ends of the arc-shaped surface of the air inlet lip 1 of the engine, and the vertical plane and the two ends of the arc-shaped surface are not intersected. The synthetic jet flow generated by the synthetic jet flow exciter 3 impacts an adjacent continuous jet flow opposite impact position 11, and the adjacent continuous jet flow opposite impact position 11 is the intersection of the extension line of the synthetic jet flow exciter 3 and the engine air inlet lip 1.
The synthetic jet exciter 3 comprises a moving diaphragm 31, an exciter inner cavity 32, an exciter cavity wall surface 33, an exciter orifice 34 and a driver 35, the exciter orifice 34 is arranged at one end of the cavity, the moving diaphragm 31 is arranged at the end opposite to the exciter orifice 34, and the exciter cavity wall surface 33 is arranged on the side wall of the cavity. The distance between the exciter orifice 34 and the surface of the engine air inlet lip 1 is 8-12 times of the diameter of the exciter orifice 34; specifically, the periodic synthetic jet formed by the synthetic jet exciter is continuously sheared with ambient air to form a series of vortex rings to impact the surface of the target plate, thereby enhancing the convective heat exchange between the jet and the surface of the inlet lip of the engine, and the periodic synthetic jet solves the problem that the convective heat exchange between fluid and the inlet lip of the engine is weakened due to the thickening of the boundary layer at the opposite impact position of adjacent continuous jets between jet arrays; therefore, the anti-icing/deicing effect by using the aircraft engine lip is improved.
The moving diaphragm 31 is a deformable metal film pasted with a piezoelectric ceramic plate, the driver 35 generates periodic voltage to drive the moving diaphragm 31 to deform and reciprocate, the volume of the exciter inner cavity 32 is periodically changed by the reciprocating moving diaphragm 31, gas near the exciter orifice 34 alternately enters or is exhausted, and synthetic jet flow is formed at the downstream of the exciter orifice 34.
The caliber of the exciter orifice 34 is smaller than the inner diameter of the cavity, the size of the moving diaphragm 31 is larger than the caliber of the exciter orifice 34, and the size of the moving diaphragm 31 is smaller than the inner diameter of the cavity.
As shown in fig. 1 and 7, the principle of the present invention is that an engine intake lip 1 presents an arc shape and forms a cavity, a jet array 2 and a synthetic jet exciter 3 are both arranged inside the cavity of the engine intake lip 1, preferably, a plurality of jet arrays 2 are arranged in the cavity formed by the engine intake lip 1 at equal intervals and are perpendicular to the surface of the engine intake lip 1, and the synthetic jet exciter 3 is arranged between the adjacent jet arrays 2; the gas introduced from the high-pressure gas compressor end of the aircraft engine passes through the jet array 2 to form continuous jet, and the high-temperature continuous jet impacts the surface of the air inlet lip 1 of the engine, so that the temperature of the surface of the air inlet lip 1 of the engine is increased and kept above 0 ℃, and further the anti-icing effect is achieved. The synthetic jet flow exciter 3 is arranged between the adjacent jet flow arrays 2, the distance between the exciter orifice 34 and the surface of the engine air inlet lip 1 is 8-12 times of the diameter of the exciter orifice 34, the synthetic jet flow generated by the synthetic jet flow exciter 3 impacts the adjacent continuous jet flow opposite impact position 11, the periodic synthetic jet flow destroys the boundary layer of the area of the adjacent continuous jet flow opposite impact position 11, the convective heat exchange between the fluid and the surface of the engine air inlet lip 1 is increased, and the surface of the engine air inlet lip 1 is lifted at the position;
specifically, the continuous jet flow flowing out of the jet flow array 2 impacts the surface of the engine intake lip 1, the jet flow starts to flow along the surface of the engine intake lip 1, the jet flow collides with an adjacent jet flow after reaching a central position, and then moves upwards, the adjacent continuous jet flow collides with a position 11 at which the jet flow upwards due to the collision effect, a boundary layer at the position becomes thick, the heat exchange performance of the fluid and the surface of the engine intake lip 1 is deteriorated, and the temperature of the surface of the engine intake lip 1 is reduced. And a synthetic jet exciter 3 is arranged at the position of the adjacent continuous jet opposite impact position 11, and the synthetic jet exciter 3 generates periodic synthetic jet. The synthetic jet forms a series of vortex rings by shearing the static air around the synthetic jet in the process of flowing to the surface of the engine inlet lip 1. At the same time, the periodic synthetic jets, after reaching the surface of the engine intake lip 1, weaken the boundary layer thickness at that location. Thus, the convective heat transfer of the jet to the surface of the engine intake lip 1 is enhanced.
As shown in FIGS. 8-12, the synthetic jet actuator 3 operates at different times, and in particular FIG. 8 shows the synthetic jet actuator attWorking principle diagram at the moment of =0T, and FIG. 9 shows a synthetic jet actuatortE (0, 1/4T), FIG. 10 is a synthetic jet actuator attE (1/4T, 1/2T), and FIG. 11 shows a synthetic jet actuator attE (1/2T, 3/4T), and FIG. 12 shows a synthetic jet actuator attE (3/4T, 1T). The driver 5 applies a periodically varying voltage to the moving diaphragm 31, causing the moving diaphragm 31 to move periodically along the neutral position dashed line,tat time =0T, the driver 35 does not apply a voltage to the moving diaphragm 31, and the moving diaphragm 31 is located at the neutral position. At this time, the volume of the exciter cavity 32 does not change, and the speed of the jet flow near the exciter orifice 34 is zero;te (0, 1/4T), the voltage applied to the moving diaphragm 31 by the driver 35 is positive, the diaphragm moves toward a position near the actuator orifice 34, the volume of the actuator lumen 32 decreases, and the pressure within the actuator lumen 32 increases. At this time, the fluid at the exciter port 34 is ejected outward to form a jet;te (1/4T, 1/2T), the voltage applied to the moving diaphragm 31 by the driver 35 is negative, the diaphragm moves away from the actuator orifice 34, the volume of the actuator lumen 32 increases, and the air pressure within the actuator lumen 32 decreases. Gas near the exciter port 34 is drawn into the interior of the exciter cavity 32;te (1/2T, 3/4T), the voltage applied to the moving diaphragm 31 by the driver 35 remains negative and the moving diaphragm 31 continues to move away from the actuator orifice 34The position moves and gas near the actuator orifice 34 is drawn into the actuator cavity 32 totTime =3/4T, the volume of the exciter cavity 32 reaches a maximum;te (3/4T, 1T), the voltage applied to the moving diaphragm 31 by the driver 35 becomes positive again, the diaphragm moves to a position close to the actuator orifice 34, the volume of the actuator cavity 32 decreases, the air pressure in the actuator cavity 32 increases, at this time, the fluid at the actuator orifice 34 is ejected outwards to form a jet flow,tmoment T, the moving diaphragm 31 returns to the intermediate position again; the diaphragm is thus reciprocated, forming a periodic synthetic jet downstream of the exciter orifice 34. The synthetic jet is continuously entrained with the surrounding static air in the process of moving downstream to form a series of vortex rings.
The mechanism of the invention is as follows: air introduced from the high-pressure compressor end of the aircraft engine forms continuous jet flow through the jet flow array 2, and the continuous jet flow impacts the surface of the air inlet lip 1 of the engine. The synthetic jet actuators 3 are arranged alternately between the jet arrays 2. The synthetic jet generated by the synthetic jet exciter 3 impacts the adjacent continuous jet impingement locations 11, and the periodic synthetic jet weakens the boundary thickness at the adjacent continuous jet impingement locations 11. The convective heat transfer between the jet flow and the surface of the engine air inlet lip 1 is enhanced, and the temperature of the surface of the engine air inlet lip 1 is further improved.
The above description is only of the preferred embodiments of the present invention, and it should be noted that: it will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the principles of the invention and these are intended to be within the scope of the invention.
Claims (10)
1. The aircraft engine anti-icing device utilizing the synthetic jet flow to assist the continuous jet flow is characterized by comprising an engine air inlet lip (1), jet flow arrays (2) and a synthetic jet flow exciter (3), wherein the engine air inlet lip (1) is an arc-shaped surface, the arc-shaped surface forms a cavity, a plurality of jet flow arrays (2) are sequentially arranged in the cavity, the synthetic jet flow exciter (3) is arranged between every two adjacent jet flow arrays (2), the synthetic jet flow exciter (3) is a hollow cavity, a moving diaphragm (31) and an exciter orifice (34) are arranged on the cavity, the moving diaphragm (31) is connected with a driver (35), and the jet flow arrays (2) and the exciter orifice (34) both point to the engine air inlet lip (1); the driver (35) drives the moving diaphragm (31) to deform in a reciprocating mode, the volume of the cavity is driven to change periodically, and gas enters or is discharged from the exciter hole (34) periodically and alternately.
2. The aero-engine anti-icing assembly utilizing synthetic jet assisted continuous jet of claim 1 wherein: the jet flow arrays (2) are arranged at equal intervals, and the jet flow arrays (2) and the synthetic jet flow exciter (3) are positioned on the same plane.
3. The aero-engine anti-icing assembly utilizing synthetic jet assisted continuous jet of claim 2 wherein: the jet array (2) and the synthetic jet exciter (3) are positioned on the vertical plane of the connecting plane at the two ends of the arc-shaped surface of the air inlet lip (1) of the engine, and the vertical plane is not intersected with the two ends of the arc-shaped surface.
4. The aero-engine anti-icing assembly utilizing synthetic jet assisted continuous jet of claim 1 wherein: synthetic jet exciter (3) are including motion diaphragm (31), exciter inner chamber (32), exciter cavity wall (33), exciter orifice (34) and driver (35), and the one end of cavity is provided with exciter orifice (34), and the one end relative with exciter orifice (34) is provided with motion diaphragm (31), the lateral wall of cavity is exciter cavity wall (33).
5. The aero-engine anti-icing assembly utilizing synthetic jet assisted continuous jet of claim 1 wherein: the distance between the exciter hole (34) and the surface of the engine air inlet lip (1) is 8-12 times of the diameter of the exciter hole (34).
6. The aero-engine anti-icing assembly utilizing synthetic jet assisted continuous jet of claim 1 wherein: the synthetic jet flow generated by the synthetic jet flow exciter (3) impacts an adjacent continuous jet flow opposite impact position (11), and the adjacent continuous jet flow opposite impact position (11) is the intersection of the extension line of the synthetic jet flow exciter (3) and the engine air inlet lip (1).
7. The aero-engine anti-icing assembly utilizing synthetic jet assisted continuous jet of claim 1 wherein: the moving diaphragm (31) is a deformable metal film pasted piezoelectric ceramic piece.
8. The aero-engine anti-icing assembly utilizing synthetic jet assisted continuous jet of claim 1 wherein: the driver (35) generates periodic voltage to drive the moving diaphragm (31) to deform and move in a reciprocating manner, the reciprocating moving diaphragm (31) enables the volume of the exciter inner cavity (32) to change periodically, gas near the exciter orifice (34) enters or exits alternately, and synthetic jet flow is formed at the downstream of the exciter orifice (34).
9. The aero-engine anti-icing assembly utilizing synthetic jet assisted continuous jet of claim 1 wherein: the caliber of the exciter hole (34) is smaller than the inner diameter of the cavity.
10. The aero-engine anti-icing assembly utilizing synthetic jet assisted continuous jet of claim 1 wherein: the size of the moving diaphragm (31) is larger than the caliber of the exciter hole (34), and the size of the moving diaphragm (31) is smaller than the inner diameter of the cavity.
Priority Applications (1)
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